Location-based, radio-device identification apparatus and method

ABSTRACT

An apparatus and method is disclosed to receive location data identifying the current location of a vehicle. A database, storing radio device records, is then queried. Each radio device record in the database identifies a radio device (e.g., a transmitter, receiver, transceiver, transponders, etc.) and a location of the radio device using a suitable coordinate system. Radio device records associated with radio devices likely to be within communication range of the vehicle may then be retrieved from the database. These radio device records may be used to generate a radio device list that may be presented to an occupant of the vehicle.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation in part of application Ser. No.13/890,077 filed May 8, 2013 and allowed on Feb. 10, 2017, whichapplication is incorporated herein by reference.

BACKGROUND OF THE INVENTION

Field of the Invention

This invention relates to communicating information (e.g., images,music, speech, text, data and other intelligent information). Moreparticularly the invention will find use with a communications devicewhich may incorporate or benefit from apparatus and/or methods foridentifying other communications devices which are available forcommunicating such information therewith. In this respect, the presentinvention recognizes that it is desirable for a first communicationsdevice to communicate with one or more other communications deviceswhich are sometimes referred to herein as radio devices (even thoughthey may communicate without use of radio waves or with combinations oftechnologies) without impairment of communications and in particular toidentify when such communications would be undesirably impaired, thatis, the transfer or conveyance of intelligent information is prevented,diminished, reduced, weakened, lessened, decreased, hindered, slowed,degraded, and the like.

In particular, in one embodiment of the invention a first communicationsdevice incorporates apparatus and/or methods such that it operates todetermine if another communications device may or may not be availablefor communicating without, or with impairments to such communications.These impairments may for example occur or change with time, both due tochanges in location of one or both of the first and other communicationsdevices relative to an obstruction, or due to temporal changes affectingone or more particular impairment, for example impairments from Earthand Space weather e.g. atmospheric and solar storms. In one aspect ofthe invention it is desired that estimates and/or predictions (ofvarious possible) impairments which could affect communications betweenthe first communications device and the other communications device(s)be made.

By communicating without impairment, it is meant that the communicationsare of substantially the same quality as if the communications were notsubject to any of the impairment factors which are taken into accountwhen making the impairment determination. It will be seen from theteachings of the preferred embodiment of the invention that it isdesired to make the impairment determination, or estimate the amount ofimpairment, before attempting such communications or otherwise withoutattempting such communications. In an embodiment of the invention adetermination of no, or an acceptable amount of impairment is made andthen such communications is attempted and if an unacceptable amount ofimpairment is determined no communications is attempted. By making theimpairment determination first, efforts to communicate with devices withlittle or no likelihood of successful communications may be avoided.

In the particular example of the preferred embodiment of the invention,impairments may occur due to the locations of geographic features forexample such as mountains and/or movement of the first and/or the othercommunications device. In particular, for an aircraft line of sightcommunications which will be discussed by example therewith, suchrelative location and/or movement may cause obstructions to partially orfully block that line of sight. The invention will find particularusefulness in the field of mobile wireless communications wherecommunications may be impaired, including for example to the point ofpreventing the transfer or conveyance of information with no, or anacceptable level of impairment.

It is noted at this point that as used herein, communicate is defined asthe transfer or conveyance of intelligent information and does notinclude the mere transmission, reception or presence of energy withoutsuch transfer or conveyance. Wireless communications is defined ascommunications through the ether (including space, atmosphere, water andterra firma) such as via electromagnetic, optical and/or acousticalenergy or quantum technology and is intended to encompass suchcommunications even if a metallic or other conductive antenna or thelike is utilized. Also, as used herein, connected communications isdefined as meaning via connection using a solid physical thing, e.g.,metallic wire, metallic waveguides, optical fiber, optical waveguidesand other known connection technologies including quantum communicationsover optical fiber or metallic conductors. Wired communications isdefined as using metallic or non-metallic conductors of electrons,photons or waves such as drawn, rolled or cast metallic or non-metallicthreads, wires, rods, tubes, pipes, waveguides and the like includingtraditional insulated metal wire, cable and fiber optics.

Additionally, while the preferred embodiment will be described hereinsubstantially in respect to the particular usefulness in wirelesscommunications, the invention will also be adaptable to, and useful for,connected and wired communications as will be understood to the personof ordinary skill in the art from the teachings herein. In anotherembodiment, the invention will find use in recognizing whencommunications between a plurality of devices, one or both of which mayfrom time to time change its location, may be substantially impaired oreven not possible due to one or more impairment factors, e.g., things,elements, characteristics, effects and the like, which cause orcontribute to impairment of the desired communications, as discussedfurther herein. Predictions of such impairment or lack thereof may alsobe made and in particular in respect to the preferred embodiment suchpredictions are preferred to be made in response to the location ofobstructions. Alternatively, while generally described below in respectto the location of obstructions, such predictions of impairment may bealso be made in response to the location of impairments and theoccurrence or predicted occurrence of impairments, e.g. thunderstormsimpairing aviation RADAR and other communications over a relativelyshort term or sunspots and solar flares impairing communications over alonger term. As an example, an 11 year sunspot cycle may be used forprediction of impairment.

As used herein, obstructions include, but are not limited to, physicalthings like mountain ranges or individual mountains which obstruct lineof sight communications by blocking the propagation of energy used forthe communications. It will be recognized however that obstructions(unless a specific type is named or described) will include any physicalor non-physical things, characteristics, activities, processes, effectsor the like, which causes undesired impairment to the communications. Asjust one specific example, Rayleigh fading is a well-known effectoccurring in a propagation environment in the transmission of radiosignals which effect can cause impairment to that communication.Rayleigh fading is considered herein to be an obstruction even though itis not a physical thing (although it often occurs in connection with aphysical thing such as a reflector). As another example, heavyprecipitation in thunderstorms may impair aircraft communications and inparticular RADAR, Solar flares and sunspots (which are often related)may impair radio frequency communications.

Related Art

Some prior art radio receivers which incorporate signal strengthdisplays are known (e.g., signal strength meter on a radio receiver orbars on a cell phone). As cell phone users come to understand, ashortcoming of this type of display is that the presence of several barson the signal strength display is no guarantee that calls can be placedor received, particularly in densely populated areas such as sportsarenas. The presence of only a few bars is not always an indication thatit is impossible to place or receive calls, particularly at sparselypopulated areas with a clear line of sight to a cell tower. Otherfactors can affect communications, some of which factors are not takeninto account by the signal strength display, These prior art signalstrength devices may be improved by incorporation of the presentinvention.

As another prior art example, radio devices may incorporate scannerswhich attempt to determine the presence of other desired radio devicesby scanning for radio frequency energy at particular frequencies. Thisscanning is in one respect and attempt to receive energy, but receivingsuch energy does not create communications as defined herein. Nor dosuch devices make any determination of from where, or from what, thatenergy comes. The energy present at a particular frequency may or maynot originate with a desired radio device, it might for example be fromsome non-communications device or harmonic interference from an unwantedcommunications device. The energy may originate with a wanted device,but is received during a short time frame because of various factors(e.g., temporary reflection from an aircraft) or the wanted devicesignal is blocked (e.g., by temporary interference) and no informationas to where the wanted device is located, its distance, direction oraltitude is determined.

As another example, a user or user's radio device may for example causethe FM broadcast spectrum to be scanned when the radio receiver is at agiven location. The radio receiver stores a list of those frequencieswhich had energy present during the scan. A shortcoming of this systemis that even though energy was available when the scan was performed itdoes not guarantee that a station at that frequency will be available ata later time. Similarly, the absence of energy when the scan wasperformed does not prevent later availability. Such prior art scannerdevices may be improved by incorporation of the present invention.

Prior art automobile broadcast entertainment radios often includefavorite station memories which may be programmed by an operator suchthat a particular favorite broadcast station may be selected by simplypushing a button. These radios often include several sets of suchmemories, allowing an operator to manually select a set of stations foreach location where a driver travels and thereby select the stationsassociated with that set. Drivers who commute to different cities maymanually program these sets to include favorite stations associated witheach such city by listening to a station, deciding it is one to beprogrammed and manually storing it in that memory. It is also well knownthat the driver can cause the automobile radio to scan, up or down theparticular broadcast spectrum, for broadcast stations which can bereceived. The scan can either stop on the first station that isreceived, or can scan, one by one, to stations which can be received,pausing at each station for a few seconds to allow the driver to listen.The one by one scanning continues until the driver causes the scan tostop on that station during the pause.

It is well known however that broadcast entertainment radio stations, bethey AM, FM, Satellite or others, will all experience dead spotlocations where they cannot be received by a particular radio. Forexample, broadcast radio station reception may be blocked by buildings,tunnels, overhead traffic signals, street lights and power lines. Thereis no guarantee that a preset station can be received by these prior artautomobile broadcast entertainment radios for any of several reasons,including that the driver forgets to change the set when driving fromone city to the other and that the vehicle is stopped in or movingthrough a dead spot. Such prior art automobile entertainment radiodevices may be improved by incorporation of the present invention.

In the prior art devices described above, where bad or good reception isindicated by some energy presence or strength (such as cell phone barsor scanners detecting energy), permanent and temporary factors such asreflections, interference, obstacles, lack of channel availability,movement and others as will be known from the teachings herein are nottaken into account by the indication. In devices where a radio stationwas or wasn't available at a first scanning time but that information isno longer accurate, or where a radio station should not be received butis, or should be received but is not, as with those prior art radiosdescribed herein, and other factors such as moving signal reflectors,moving obstacles and/or moving radio devices may facilitate or interferewith communications. These factors are not taken into account by theprior art device mechanism which indicates availability.

Impairment factors (or lack thereof) and other reasons which cause aprior art radio device to not be able to communicate with another radiodevice which would otherwise be available, or cause it to be able tocommunicate with another radio device which would otherwise not beavailable, is not determined or known from the operation of the priorart radio device, or conveyed to the operator. The operation of thoseprior art radio devices only determines that a station on a particularbroadcast frequency is or is not being received at a particular momenttime when located at that particular location. Only that information isdetermined. No information about impairment or impairment factors orpredicted or future impairment or factors (or lack thereof) is conveyedto the user.

BRIEF SUMMARY OF THE INVENTION

A first object of the present invention is determining the presentand/or future ability of a first communications device to wirelesslycommunicate with one or more other communications device withoutunacceptable impairment, determined based on one or more impairmentfactors which cause or relate to the (potential or actual, present orfuture) impairment. For example, communications impairment(s) may rangefrom distortions, noise and/or errors in the communicated information,to a total inability to communicate. Impairment factors may include therelative locations of communications device(s) which affect the path (orpaths when more than one is potentially available) the wirelesscommunications take between devices, orientation or bearing of one ormore of the devices, and/or obstructions and/or areas of impairment,which may be located in, near or are otherwise related to such path(s).A second object of the invention is that when determining impairment,locations may be taken into account in respect to two (e.g., two oflatitude, longitude and altitude) or three (e.g., latitude, longitudeand altitude) dimensions as will be discussed herein. Other objectsinclude use of impairment factors, for example characteristics of thecommunication devices such as the communications technology and/orcommunications frequency being used, may be utilized or otherwise takeninto account. Details thereof as well as other impairment factors andimpairment information will be known to the person of ordinary skill inthe art from the teachings herein.

The utilization of impairment information and/or factors to facilitatesafe vehicle operation, as well as for operator and/or user convenience,are objects of the invention. It will be appreciated that another objectof the invention is making impairment information and/or factors,available to one or more user(s) of one or more communications devices.This is particularly true when the devices convey important informationto or between one or more user, and one or more of those devices istethered, mobile, portable or otherwise not stationary. The user(s) maybenefit from use of the invention for one or more of the same advantagesdescribed herein with respect to use by a vehicle operator.

Still another object of the invention is making impairment informationand/or factors available to a portable wireless communications device,or a user who carries about (e.g., without operating a vehicle) awirelessly connected portable communications device including those suchas a cell phone, and/or other portable electronic device such ascomputing devices which are similarly wirelessly connected. Otherobjects of the invention include making communications impairmentinformation and/or factors available to a user who communicates (with aportable or stationary device) with such portable devices carried by orotherwise associated with a vehicle.

Yet other objects of the invention include providing more accurateinformation to a communications device user as to the timely ability tocommunicate with or without impairment. Here timely ability includes notonly the present, but may be time in the future, such as by predicting,including estimating or calculating, when a remotely locatedcommunications device may or will become available for communications,and/or when it may or will no longer be available. An additional objectof the invention is providing information as to why there may or may notbe impairment and/or to suggest how to avoid or reduce impairment. Theuser may utilize part or all of the herein described information toassist in timely obtaining reliable communications. Further objects,advantages, capabilities and uses of the invention will be apparent tothe person of ordinary skill in the art from the teachings below.

BRIEF DESCRIPTION OF THE DRAWINGS

That the invention's advantages will be readily understood, particulardescriptions will be given by reference to examples illustrated in theappended drawings. Understanding that these drawings depict only typicalexamples of the invention and are not to be considered limiting of itsscope, the invention will be described and explained with additionalspecificity and detail through the use of the drawings, in which:

FIG. 1 is a high-level map showing two aircraft and several airports,all having radio devices associated therewith;

FIG. 2 is a high-level block diagram of one example of an apparatus inaccordance with the invention;

FIG. 3 is a high-level block diagram showing one contemplated example ofrecords that may be stored in a database in accordance with theinvention;

FIG. 4 illustrates one example of a display for presenting a list ofradio devices to a communications device user or an occupant of avehicle;

FIG. 5 illustrates another example of a display for presenting a list ofradio devices to a communications device user or an occupant of avehicle;

FIG. 6 illustrates yet another example of a display for presenting alist of radio devices to a communications device user or an occupant ofa vehicle;

FIG. 7 illustrates one example of a method for generating andmaintaining a radio device list in accordance with the invention; and

FIG. 8 illustrates another example of a method for generating andmaintaining a radio device list in accordance with the invention

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 shows by way of example a map 100 (simplified and not to scalefor purposes of explanation) of an area in which two aircraft 102 areflying. North is at the top. Elements 114 a and 114 b will be describedbelow and will not be initially described here. The area has severalairports 104, communications obstructions 108, in this instancemountains, a navigation aid the Squaw Valley VOR 106 which transmits acontinuous navigation signal. Locations, for example those ofobstructions and fixed communications devices are preferred to be storedfor recall, for example in a database or map as will be discussedfurther below. It will be understood for purposes of this example thateach airport 104 has associated with it at least one radio station forvarious types of communications with aircraft. FIG. 1 also shows acalculated range 112 in which the communications and navigation radiosin aircraft 102 a, flying at a given altitude, for example 10,000 feet,can be expected to communicate with ground located radios such as thoselocated at airports 104 and the VOR 106. The calculated range 112 doesnot take into account obstructions such as the mountains 108 which canblock the line of sight communications, areas of communicationsimpairment or the altitude of the various ground radios. It is notedhere that altitude may be in mean sea level (MSL) form meaning thealtitude above sea level, or above ground level (AGL) for. One may beconverted to the other if the ground elevation at the point is known.Another altitude, flight level is commonly used, being the altitudeshown on a pressure altimeter which is adjusted to a standard pressuresetting. Flight levels will not be utilized herein.

Each of the communications devices has one or more associated location,range and altitude at which communications is expected to be reliable.This information can be stored in the database. For example, there arethree classes of VORs, T (terminal), L (low altitude) and H (highaltitude). The T type can be received from 1000 feet up to 12,000 feetaltitude above ground level (AGL) and 25 nautical miles (NM) distanceand the L type to 18,000 feet and 40 NM. The H type is somewhat morecomplicated having different altitude and range combinations: (1) up to14,500 feet AGL out to 40 NM; (2) 14,500 AGL up to 18,000 feet to 100NM; (3) 18,000 feet AGL up to 45,000 feet AGL out to 130 NM; and (4)45,000 feet AGL up to 60,000 feet out to 100 NM. The Squaw Valley VOR isan L type, located on the top of a mountain at approximately 9,000 feetand can be received from 1,000 to 18,000 feet to at least 40 NM away. Bycontrast, the Reno/Tahoe airport is located in a valley at 4,400 feetsurrounded by mountains above 8,000 feet. Radios actually located on theairport have a limited range because of those surrounding mountains.Those mountains are not shown on FIG. 1 for simplification.

The first aircraft 102 a contains a plurality of communications (com)radios for talking and a plurality of navigations (nav) radios forreceiving navigation data. A radio which receives the SWR VOR is a navradio. The aircraft attempts to fly along a desired flight path 110having a bearing (direction) which in this case is (true as compared tomagnetic) due west. The aircraft heading (the direction the nose points)is not the same as its desired flight path because of the effect of awind from the north (top of map). The aircraft might not actually flythe desired flight path due to wind variations. Such variations oftenrequire constant adjustment of the heading to achieve the desired flightpath, giving rise to need for an autopilot to assist the pilot inkeeping to the desired flight path.

The corn radios are capable of bidirectional (two way) communicationsvia a single radio channel (or a plurality of radio channels) as isknown in the art. For example, the pilot of aircraft 102 a may use oneof the corn radios to communicate with the pilot of aircraft 102 b. Thenav radios are capable only of one way or unidirectional communications,also as known in the art. For example, the pilot of aircraft 102 a mayuse a nav radio to receive the continuous navigation broadcast fromSquaw Valley VOR 106, but the nav radio is incapable of transmitting to106 or any other radio. Accordingly, the pilot both operates (flies) theaircraft and uses the radios to facilitate such flight. Alternatively,the pilot may allow an autopilot to operate (fly) the aircraft. Further,the pilot may not even be in the aircraft but remotely flying theaircraft with or without the aid of an autopilot as in well-known droneoperation.

Making communications impairment information available to an operator ofa vehicle (which incorporates or is otherwise associated with acommunications device) so that the operator is able to quickly act onthat information and in particular to act in a manner which facilitatesthe safe operation of the vehicle in part as a result havingcommunications impairment information available when needed, is anobject of the present invention. For example, with respect to FIG. 1, itis important that the pilot of aircraft 102 b be able to avoid acollision with aircraft 102 a, particularly when flying in instrumentconditions when neither can see the other from any appreciable distance.Here communications accuracy and speed is vitally important.

Neither pilot wants to be delayed in determining their position using aGPS or VOR, or delayed in communicating with the airspace controller orother pilot to ensure that they are not on a collision path. An objectof the instant invention is to provide communications impairmentinformation, or lack thereof, to the operator or user in order tofacilitate such communications, whether the communications are manuallyattempted by the user or automatically presented to the user. Forexample, if the FIG. 1 pilot of either aircraft 102 needs tocommunicate, the invention can automatically provide the pilot with alist of remote radio devices which are actually available at that timeto help reduce pilot delays and errors and facilitate selecting anappropriate radio to communicate with. It will also be useful to providethe pilot with a warning that a particular radio, even one which isautomatically presented as being otherwise available for selection, isnot available.

Before proceeding, in order to facilitate full understanding of theinvention it will be useful to further explain, define and give examplesfor, various terms which are utilized herein.

Communicate, communication and other various forms thereof is usedherein to mean the transfer or conveyance of more than a de minimisquantity of intelligent information. In particular, as used herein,including such transfer or conveyance between a plurality ofcommunications devices. In referring to communications, it will beunderstood that such may include: unidirectional, e.g. one-waycommunications, that is, only receiving (or sending) information fromone or more device at a time as in receiving a radio broadcast; simplexbidirectional, e.g. two-way communications where devices take turnsreceiving from the other(s) as in a two-way radio conversation whichfrequently take place on a single frequency (channel); duplexbidirectional, e.g. two-way communications where each device cansimultaneously send to and received from the other as in communicationsvia a plurality of channels; and/or near simultaneous communicationsbetween multiple devices e.g. networked communications utilizing variousgateways, servers, protocols and the like. Communications may be pointto point or any of the numerous types of networking technologies whichare known to, or become known to the person of ordinary skill in the artfrom the teachings herein in order to achieve a desired level ofcapability.

Of particular interest is drone operation wherein a pilot communicateswith the aircraft being flown via one or more radios, and may remotelyoperate those radios located in the aircraft to receive informationtherefrom as well as to communicate with other radios, for example tocommunicate with other radio devices such as those shown by example inFIG. 1, and to receive GPS information from a GPS radio located in theaircraft permitting the pilot to know the aircraft's location with goodaccuracy as the aircraft travels.

Location as used herein refers to a point in space relative to theEarth's surface, including points on, above or below the Earth'ssurface. Location may be expressed relative to a defined point on theEarth's surface (herein a spatial location) such as the fictional nullisland, or relative to some other point in space which may or may not beon the surface, such as the location of one or more radio devices (alsoreferred to as relative location), including if desired the Deep SpaceNetwork (DSN). Location, (when used without spatial or relativequalification) will encompass both unless it is otherwise clear from thecontext. GPS coordinates in particular use latitude and longitude, whichreference the null island at the intersection of the Equator and thePrime Meridian. The intersection, and hence the null island, is definedas zero degrees latitude and zero degrees longitude.

Locations as used in respect to the instant invention may be expressed,identified and/or stored using any suitable coordinate system, forexample such as Cartesian, polar, cylindrical, spherical and homogeneouswhich may be mixed as desired. Locations, directions, headings andbearings may be expressed using or including either the true or magneticcardinal point system, or degrees of latitude and longitude or any othersuitable system. The chosen system need not be uniformly used anddifferent systems may be used. For example, a radio device location maybe stored as latitude, longitude and altitude, but identified on adisplay to the operator as direction (bearing) and distance (and ifdesired altitude) relative to one or more of a vehicle's location,orientation and bearing.

For clarity, as discussed in more detail below, operator, as usedherein, is meant to mean the human or non-human operator of a vehicleand/or communications device(s). An operator may or may not bephysically located with the vehicle and there may be more than oneoperator, for example a mechanical autopilot and a human pilot. Anoperator may benefit from the information provided by the instantinvention. User, as used herein, is meant to mean human (and only human)user of a communications device, unless specifically stated otherwise. Auser may or may not be physically located with the communications deviceor a vehicle. A user may also benefit from the information provided bythe instant invention. A human operator may also be a user whenoperating a communications device. A user may also be an operator of avehicle.

Operator and user may be described with respect to the particular type(e.g. human) and/or particular device being used or operated, forexample such as radio user or operator, or an aircraft radio user oroperator, thus meaning human or non-human operator thereof. Or, a humanor non-human operator or user thereof may be specified. In thoseinstances, the description is meant to be limiting, for example anaircraft radio user, which means a human who is using an aircraft radiodevice. This would not encompass a non-human, or a non-aircraft radio ornon-radio device, although the user is not limited to local use orremote use.

It will be understood and appreciated that while the invention may beutilized with or by human and non-human users and operators, thedistinction is not a trivial one and the transition of use from one tothe other involves considerable and non-trivial changes. As just oneexample, consider the many differences and difficulties in human andnon-human operation of an automobile. Nevertheless, it will beunderstood that the instant invention may be adapted to either human ornon-human use without undue experimentation, particularly by those ofordinary skill in the particular art, as will be known from theteachings herein.

The wording, terms, phrases, descriptions and the like used herein inthe specification, including the drawing and claims are intended to havethe plain and ordinary meaning to the person of ordinary skill in theart to which the invention of the claim pertains, as will be known fromthe teachings herein. The teachings including scope of the inventiondescribed in the specification as well as the advantages anddistinctions of the invention which in turn help to define the scope ofthe claim. It is intended that teachings of the specification as well asthe interpretation of the claims take into account expressly definedterms of the invention and expressly disavowed scope of the invention.It is intended that the claims not be divorced from the specification orconstrued in an unreasonably broad manner and that the interpretationreasonably reflects the plain language of the specification includingthe advantages and distinctions of the invention, as would be known tothe person of ordinary skill in the art.

Applicant here sets forth the person of ordinary skill in the art towhich the claimed invention pertains as a person possessing a four yeardegree in electrical (sometimes referred to as electronics) engineeringfrom an accredited U.S. college or university, the study for whichdegree includes classes in: physics, advanced electrical theory, analogcircuit design at the transistor level and higher, digital circuitdesign at the gate level and higher, Boolean logic, wirelesstransmitters and receivers, wireless radio frequency devices operatingin the MF (300 kHz) through mid EHF bands (100 GHz), radio frequencymodulation and demodulation techniques, mobile communications withline-of-sight propagation radio frequencies and communication theory(e.g., Shannon, Nyquist). Additionally, the person would have four ormore years of hands on experience in the design of or installation,troubleshooting and/or repair of line-of-sight radio frequencycommunications equipment and systems.

As used herein vehicle is intended to mean the thing used fortransporting people, goods or cargo or to movably provide services(e.g., communications, surveillance or images) in space, air, on land orin or under water. Vehicle operation is intended to primarily pertain tothe safe movement of the vehicle, but it will be recognized that as partof that movement the safe operation of vehicle systems, equipment andthe like are necessary in order to ensure safe operation, even when thevehicle is not moving.

For example, systems and devices such as automatic speed controls,directional controls (in one or more dimensions or axes), autopilots,motive power sources, and similar total and partial vehicle operationapparatus whether located in or about the vehicle or remotely aresystems which pertain to operation, which systems themselves requiresafe operation as part of the vehicle operation. As simple examples,rotorcraft require a working engine to hover, automobiles require aworking engine to maintain power brakes and for both, electrical (orother) power is required to communicate while starting, moving, slowingor stopped. Thus, operation may also encompass the proper control andfunctioning of those supporting systems of the vehicle.

As used herein, operator is intended to incorporate human and non-humanor combinations thereof which control and/or are in control such as byoversight of some or all aspects of a vehicle's operation, e.g.,movement in one or more dimensions. Operator is further intended toincorporate one or more partially or entirely automated or autonomoussystem or device in partial or total control of a vehicle's operation.In particular, with remote location control of the vehicle by anoperator (e.g. flying a drone), the invention described herein will findconsiderable utility in ensuring safe and reliable communicationsbetween the operator (whether human, non-human or a combination of thetwo) which helps to ensure safe and reliable operation of the vehicle.

As just one pertinent example of an operator, when line of sightcommunication is used by a remotely located human operator to controlvehicle operation, the instant invention can help to ensure that thevehicle is always in communications with the human operator and viceversa. The invention will help to prevent the vehicle from moving to aposition where communications are impaired by an obstacle. If for somereason the vehicle moves to a position where communication are impaired,the situation is recognized by the invention and that information may beutilized to provide safer communications. Such safer operation mayobtained for example by a non-human operator moving the vehicle to alocation such as a higher altitude or to the outside of a building, orchanging communications such as using different communications channelsor technologies, thereby improving communications. Thus operator, as inthis example, is not mutually exclusive as to human and non-humanoperators of the same vehicle.

The improving of communications may take place by the operatorcontrolling a vehicle or operator (or user) controlling a communicationsdevice in response to the operator's (or user's) receipt of thecommunications information such as about to be impaired, impaired, aboutto be improved or other alert, prewarning, warning, confirmation or thelike of communications impairment or absence thereof. Alternatively, theaction to improve communications may take place without operator (oruser) involvement such as by a backup operation or other automatic,semiautomatic or completely autonomous action or operation of or by thecommunications device or vehicle which action or operation will beuseful to (hopefully quickly) restore operations in the event ofimpairment or loss of communications.

In particular, as contrasted with a user who upon unexpectedly losingradio communications switches to another radio in an attempt to restorecommunications, the invention may be configured to provide usefulinformation about the impairment and may be configured to predict theupcoming impairment. This information will assist the user in, orfacilitate taking correct action(s) to, prevent and/or remove theimpairment. The invention may also be configured to suggest and/or takecorrective action. For example, if a remotely controlled drone isallowed to fly, or is blown by wind, toward or into a location whereradio communications is likely to be impaired, that possible or actualimpairment event may be determined by the instant invention. Forexample, the prediction the impairment may be made utilizing the currentposition of the drone as well as its trajectory, in order to predict itsupcoming path. The path is checked against location(s) having potentialcommunications problems such as caused by obstructions. If the projectedpath of the drone passes through such an area of potentialcommunications impairment, an alert may be provided to the operator.

In a situation where the drone communications are lost or impaired, itspresent location can be checked against locations which are known tosuffer from impairment, or its current location can be checked againstobstacle locations to determine if an obstacle could be causing theimpairment. The probably or actual reason for the impairment may then bemade available to the drone operator. Corrective action to improvecommunications may be suggested to the operator. For example, theoperator may be advised to relocate the drone out of the affected areaby climbing or taking the shortest path out.

Alternatively, if the communications impairment causes the drone'slocation device to fail, the last known location, along with the drone'strajectory at that and/or later time(s) can be utilized to estimate thedrone's current location and that location checked and a correctivesuggestion given to the operator as above. An additional capabilitywhich may be utilized includes using the drone's current location andtrajectory to project its expected (upcoming) path which can then bechecked against obstacles. If an obstacle in the path could cause afuture impairment an alert and/or corrective suggestion can be given tothe operator as above. Further, locations which may or do causeimpairment, and in particular those which were previously unknown, canbe stored in a database or otherwise utilized for detecting impairmentsin future travel.

In summary, in the instances above, an electronic map, database or alisting of known, suspected or possible impaired communicationslocations and/or obstacle locations can be used in the determination. Ifit is found that the drone is approaching, or is likely in such alocation, that information is preferred to be made available to theoperator. Information suggesting or directing proper action to improvecommunications may be provided. Quick, proper and effective action maybe then taken by the operator to improve or correct the situation. Thatinformation can be used to update the impairment location information.By contrast, an operator who doesn't know what caused the impairmentchanges to another radio which also doesn't work because the problem isthe location and not the radio. The operator is forced to waste time andeffort to troubleshoot the communications problem. The communicationproblem may be repeated on another trip through the same area. Bycomparison the above described embodiment of the instant inventionquickly provides useful information to the operator, including thereason for the impairment and suggestion to facilitate quickly restoringcommunications. This is a significant improvement over the prior art.

Refer again to FIG. 1 for purposes of explanation of operation of anembodiment of the invention is given by way of example for a singlepilot flying an aircraft and operating its com and nav radios. Locationsin the example include altitudes. The pilot (operator) of aircraft 102 bis flying in the location shown, on a given bearing at a known speed.From that information, the invention will calculate the flight path 110and locate in a database or map radio devices which will be near enoughto the aircraft to make communications possible (absent obstructions) ina known number of minutes or distance. The amount of flight path time ordistance value over which the invention checks for radio devices mayinclude only those which are in ahead of the aircraft but may includethose behind the aircraft. Each amount of time or distance, for thoseahead and those behind if desired, may be known to the pilot, such asone or more of a preset value, a value adjustable by the pilot, a valuedependent on the aircraft's ground speed, a value responsive to thetype(s) of the potential obstruction(s) and a value responsive to thenumber of potential obstructions found.

In the present example, the invention will identify radio devices aheadat the BLU (104 e) and GOO (104 f) airports and may also identify thosebehind, such as 104 a, b, d and 106. The radio frequencies of thoseradio devices (or just ones. or types on in direction(s) which the pilotmay desire or wish to communicate with) are determined from a map ordatabase by the invention. Desired information for one or more of thoseradio devices will be made available, including provided to the pilot,in various formats, as will be explained in detail by example furtherbelow. In response to the locations of the identified radio devices,location of any potential obstructions and/or areas of communicationsimpairment near the flight path, which are stored in a database and/ormap, and flight path 110 the invention finds any obstructions and/orareas of impairment which are in the area of that flight path 110 thatmay impair communications with those radio devices.

In this example, the invention determines there is a currentcommunications obstructions 108 a affecting communications with VOR 106and how long that will continue. The invention also determines theflight path will put the mountain 108 c in the aircraft radio devicecommunications line of sight first with radio devices at airport 104 fand later with radio devices at airport 104 e and determines when andhow long that will continue. When and how long may be determined inamounts of time or distance which amounts may be set or adjusted asdescribed above. In other words, the current and projected locations ofthe aircraft along the projected flight path 110, locations of themountains 108 a and 108 c, as well as locations of the radio devices,are utilized to determine whether or not each obstruction (e.g.mountain) is or will be in the line of sight communications path to, orotherwise will potentially cause communications impairment with, each ofthe above identified radio devices as the aircraft flies in the vicinitythereof. The locations are determined using information from theaircraft GPS and/or other flight instruments, an airport radio devicedatabase or map showing radio devices and an obstruction database of mapshowing obstructions. These maps and databases may be individual orcombined in various manners, including into a single map or database asdesired to practice a particular embodiment of the invention.

Continuing the example, the invention will be seen to be useful for anyvehicle, that is to determine and makes obstruction informationavailable, for example to the vehicle operator (in the example thepilot). The invention may also suggest to the operator an action toprevent the impairment, (such as to increase altitude) to reduce orremove the effect of the obstruction or take a different path (towardthe airport or other destination). The information may also include whenand for how long the obstruction may start and continue to impaircommunications and make that information available in any useful format,such as one or more of location, time or distance, taking into accountthe locations of the obstruction(s) and radio devices which are or willbe within possible communications range, as well as the heading,location and speed of the vehicle. The invention may also checkparameters of the radio station and vehicle radio (for example such asfrequency, transmit power, receiver sensitivity, antenna orientation andthe like).

The above determinations are preferred to be updated or determined againas the vehicle travels. Such update or determination may be madewhenever a parameter of the vehicle's travel changes (e.g. speed,bearing, location) or periodically. Each update, by one or more vehicleparameter or time, may be performed as with the various time or distancevalues set forth above. In the above example situation of an upcomingobstruction, the pilot of aircraft 102 b may be advised thatcommunications will start to be blocked by the mountains in a calculatednumber of minutes, in a calculated distance or at a calculated location,and similarly end in minutes, miles or location. This information ispreferred to be repeatedly updated as the aircraft travels.

In particular, in addition the updates suggested above, the inventionmay provide updates for a single or related (for example for a givenairport) radio device communications impairment, immediately beforeand/or after the area of communications impairment starts and ends. Thismay be performed by determining updates at a non-uniform rate, updatesbeing made closer together starting 30 seconds before the impairment isprojected to start, returning to slower updates after the impairment isconfirmed, followed by closer together starting 30 seconds before theimpairment is projected to end, again returning to slower updates afterthe impairment ends. Upon entering and leaving an area of impairment,the vehicle operator may be given particular advice of that event, forexample a highlighted message on a moving map display, or an impairedradio device changing its normal color on the map to another colorsignifying impairment and then back to normal when the impairment ends.

Other starting and ending of faster updates may be utilized as desired,including other time amounts or distances. It is also preferred thatupdates be made whenever a significant change in vehicle location (≧1mile horizontal or 100′ altitude), bearing (≧3°) or speed (≧5%) is made.Other values may be considered significant as desired. The informationobtained from the updates may be utilized to update the obstructionand/or communications device information which is stored and madeavailable for these determinations. For example, the precise locationswhere impairment starts and ends can be stored which will beparticularly useful for future trips via the same route, for example aflight path such as a Victor airway or a highway. The precise locationsmay be used to determine and update the effective size and location ofan obstruction (or area of impairment) at the particular vehiclealtitude and may also utilized to estimate the effective size andlocation for other vehicle altitudes.

Returning to the suggestion to the operator, a suggestion may be made tothe pilot to climb at a suitable rate (feet per minute, feet per mile,etc.) to prevent the obstruction by ensuring that the aircraft is at analtitude above the mountain before mountain can block the line of sightfrom the aircraft to the radio station. Or, simply the suggestion that acertain altitude is needed to overcome the obstruction may be made. Ifthe aircraft flies into the area where the communication with theairport 104 f radio station is impaired, the invention may so advise thepilot, for example by color change above, and may also provideinformation as to how long the impairment will (or is expected to) lastfor example in minutes or miles and further may advise the pilot withupdates of when the impairment will end in one or more of minutes, milesor location. As another example an impairment area such as 114 b(discussed below) may sweep over the impaired radio device as theaircraft progresses which gives a quick visual indication of where andwhen the impairment ends or will end. With the information of when andfor how long the mountain 108 c will impair communications, the pilotmay take a suggested action, or other than that suggested. The pilot maystart communications sooner than anticipated to avoid the impairment, ormay elect to do nothing but wait until the impairment is over.

Combinations of various parts of the above example may also be utilized.Further, the information pertaining to when the blockage will take placemay be updated as the aircraft climbs. The duration of the impairmentmay also be provided and updated. Of particular usefulness, the presentinvention may operate in conjunction with the autopilot of aircraft 102b in order to cause the autopilot to begin climbing before passingmountains 108 a in order that communications between aircraft 102 b andthe radio at the Reno/Tahoe airport 104 c will not be impaired as theaircraft passes the mountains. Such operation will be useful inpreventing loss of communications, particularly if the aircraft 102 b isa remotely operated drone where the pilot is located at the airport andlosing communications could have a serious impact on the pilot's abilityto control the aircraft.

Such communications impairment information may be communicated to apresentation device for display (including emitting sound) on any knowntype of audio device, display or readout, for example as a sound, textmessage, or graphical display using graphics, symbols, icons orcombinations of text, graphics, symbols, icons, and the like. Ofparticular interest are moving map displays used for navigation andtypically interfaced with a GPS in a vehicle, although they may alsointerface with other navigation technologies such as compass, inertial,radio, RADAR, LORAN and numerous others which are known to the person ofordinary skill in the art. The map (and or its database) containsinformation about radio devices and potential obstructions (such asterrain information and/or specific obstruction information) which maybe manually or automatically updated. The information can be recalledfrom the map or a related map database and used by the invention to makeand perform the various actions described and suggested herein,including determine impairments, create various notifications and/orwarning related to impairments, make suggestions to the vehicle operatorto reduce or avoid impairments. Those impairments can then be identifiedand shown directly on the moving map, along with desired messages,warnings, highlighting, graphics and the like, which are updated in nearreal time on the moving map display as the vehicle moves.

Referring again to FIG. 1, in aircraft 102 a one of the Nav radios is aGPS receiver with a moving map display which for simplicity will bedescribed as being similar to the map of FIG. 1 but may not display thecalculated range 112. As the aircraft 102 a travels to the west alongthe desired flight path 110, an aircraft icon stays in the center of themoving map (102 a can be thought of as the moving map in this example)and the map itself moves from left to right at the ground speed of theaircraft 102 a. Other types of moving map displays which are known maybe utilized as well. The moving map display may show, and if desiredhighlights one or more of, the positions of the aircraft and thoseairports (104), navigation aids (106), mountains (108) and otherobstructions to aircraft flight such as tall buildings and radio towers.The mountains may be specifically indicated, or may be shown as terrainwith elevations and/or elevation contours as is known, for exampleparticularly in aviation charts such as Sectional Charts and IFRNavigation charts. Other types of moving map charts may be utilized aswell as are found suitable for use with the instant invention.

The present invention may show, on a moving map display, the line ofsight from the aircraft 102 a to one or more radio stations as well asto and/or beyond mountains and other actual or possible communicationsobstructions. For example, as shown in FIG. 1 the line of sight 114 amay be displayed from the aircraft to the obstruction (mountain 108 b)where it stops, or it may continue past the obstruction and inparticular it is desired that it be given different colors orintensities for the clear and obstructed conditions or areas. Forexample, an impairment area which shows were communications with deviceslocated therein may be or are impaired may be shown, such as area 114 bof FIG. 1 (there is no radio device shown in respect to 114 b). The linefrom the aircraft to the obstruction 114 a may be omitted as desired,leaving only the obstruction area. Data such as one or more ofaltitudes, distances, signal strengths, quality of communications andcommunications impairment including messages, warnings and other desiredinformation as described herein, may be also included on the moving mapby use of text, graphics, symbols, icons, color and the like. Suggestedactions to improve and/or avoid communication difficulties may also bedisplayed on the moving map. Such displays may be made by use of text,symbols, icons, intensity, color, and the like as are known to theperson of ordinary skill in the art in navigation display technology andits field of art.

Any or all of the above information may be displayed as desired, and inaddition it may be displayed repeatedly, sequentially or simultaneouslyor combinations thereof, including display of such information as itbecomes updated. Such display may be chosen for different types and/orcombinations of communications devices in the vehicle, which are or willpotentially be within or near communications range of remote devices asthe vehicle travels. Additionally displays of one or more of differentpotential obstructions of communications, communications impairment andsuggested actions to reduce impairment may be provided along with orinstead of the above.

For example, a moving map similar to FIG. 1 may be displayed foraircraft showing a line between the aircraft and every obstruction, theline being manually or automatically updated as the aircraft travels.Such obstructions would include for example each mountain which has thepotential to block line of sight communications to selected or all onesor types of radio devices potentially within communications distance 112of the aircraft. The area where the line would continue beyond theobstruction may be displayed at a different intensity for example as ashadow or color for example as red, or graphic, or different style forexample dashed. The area (e.g. beyond the obstruction) wherecommunications with devices located therein may be impaired may also beshown. For example, in FIG. 1, one line 114 a showing the line of sightcommunications path from aircraft 102 a to one obstruction 108 b isshown. The area blocked by 108 b where communications may be impairedfor devices located therein shown as 114 b (although no such devices areshown). The display may be updated upon command of the pilot. Thedisplay may be updated automatically such that as the aircraft travelsalong the path 110, the line 114 a and area 114 b would rotateclockwise, smoothly or in steps, around the obstruction 108 b.

It will be understood that while area 114 b has heretofore been simplydescribed and is shown as being relatively uniform, in reality for manyobstruction locations it will likely be a complex polygon, particularlyin mountainous terrain where the relative locations (includingaltitudes) of the vehicle, obstruction(s) and remote communicationsdevices are taken into account. Additionally, many obstructions havedifferent effects on communications signals of different frequencies,and there may be several shapes and types of obstructions. To realizethis one only has to consider the many different shapes of mountains andplateaus which have the possibility of being an obstruction tocommunications at some frequency and at some location.

Wireless communications effects from various obstructions are complex,and not as simple as blocking line of sight communications which hasbeen described above. It will be known from the present teachings thatobstructions may create or cause complex effects on wirelesscommunications including reflections, Fresnel zones and diffraction,such as knife edge diffraction to mention just a few. These complexeffects take place for example at various radio frequencies throughoutthe range of radio frequencies suitable for communications as describedherein. Simply stated, some of these effects can cause what might bedescribed as a bending of the communications energy. For example, atsome frequencies, even though the direct or line of sight path between atransmitter and receiver is blocked, some energy from the transmittercan reach the receiver via the open space visible to both communicationsdevices. If plotted graphically, this can have the appearance of thetransmitted energy being bent over the obstruction. These effects andothers known to the person of ordinary skill in the art can be takeninto account in the implementation of the instant invention fordetermining communications impairment. Simply stated, a remotecommunications device located the area behind and below a mountain peakwhich blocks line of sight from the perspective of a vehiclecommunications device (and vice versa), can be determined by theinvention to be available for communications without significantimpairment.

Referring now to FIG. 2, in selected examples of the preferredembodiment, an apparatus 200 in accordance with the invention mayinclude various components. It is noted at the start that the componentsmay be collocated, that is they may all be physically located together,e.g. in the same enclosure, nearby e.g. in the same vehicle, remotely,e.g. at a remote location as compared to a vehicle, or may not even allhave physical embodiments with identifiable locations, e.g. as in asoftware defined system such as for example the cloud. Components may belocated in combinations of locations including some with physicallocations and non-hardware without identifiable physical locations. Byway of example, the preferred embodiment apparatus 200 will be describedherein as having collocated components as further described herein, forexample such as all components being located in a vehicle, it beingunderstood that colocation is not a requirement for practicing theinvention.

The apparatus 200 may include all of the illustrated components, orfewer or additional components as needed and desired. In certainexamples, an apparatus 200 in accordance with the invention may includea location device 202, a control module 204, a database 206, and apresentation device 208. The apparatus 200 may also, in certainexamples, include a scanner 210 and a communication device 212 which fortraditional radio frequency communications may be connected to anantenna 220 which is located in, in close proximity to, or remotely fromthe communications device 212.

It will be understood that the preferred embodiment is described inrespect to a radio frequency communications device 212 for example suchas a common wireless communications receiver or transceiver, howeverother types of communications devices may be utilized for 212 such asoptical, magnetic and quantum communications devices and other deviceswhich operate based on quantum physics may also be utilized. Further,while the preferred embodiment communications device 212 generallycontemplates and is in many respects herein described in respect towireless communications, 212 is not so limited. The invention will finduse in respect to wired and combinations of wired and wirelesscommunications devices.

The components described in FIG. 2 may be grouped together in anysuitable manner to provide the function and stated purpose of theinvention. For example, each of the components 204, 206, 208, 210, 212may be included in a radio transceiver 214 whereas the location device202 may be embodied as a separate device. In other embodiments 202 maybe incorporated in a radio transceiver 214. In other examples, thecomponents may be combined or grouped together such that they areintegrated or distributed across different pieces of equipment. Allcombinations or groupings which achieve the stated purpose andfunctionally of the invention are intended to be within the scope of theinvention. Accordingly, in selected examples, several components may becombined into a single component or individual components may be brokendown into several components. In other examples, the functionality ofthe components may be isolated or overlap with other components,including being shared or combined with components of separate devices.Each of the components may be implemented in hardware, software,firmware, or combinations thereof. With advancements in integratedcircuit technology it is envisioned that the invention described herein,configured for a particular use in or with a particular communicationsdevice with characteristics considered to be useful and commerciallydesirable, may be implemented in one or more IP cores or one or moreintegrated circuits or the cloud.

In certain examples, a location device 202 may be used to detect orotherwise obtain the current location of a vehicle with which theinstant invention is used. Location device 202 and may include, forexample one or more of: a GPS receiver, or a LORAN, VOR, ADF, VORTAC,RADAR, LIDAR, ILS navigation system or receive location from remotelylocated tracking systems e.g. RADAR. Communication or determination oflocation may be performed directly in the vehicle or remotelycommunicated to the vehicle. For example, location information may besent from aircraft GPS receivers to ground stations, satellites andother aircraft via Automatic Dependent Surveillance-Broadcast (ADS-B)system which collects various information. The collected informationincludes e.g. aircraft location information from numerous aircraft GPSreceivers as well as from some ground based RADAR stations, weatherinformation and various notifications.

The ADS-B collected information is broadcast back to all aircraft fromground stations and satellites, thus allowing the receiving aircraft tohave local weather information as well as locations of nearby aircraft.Aircraft can also trade information directly with other aircraft. Thelocation device 202 may also, in certain examples, include inertial,including one or more of Micro-Electro-Mechanical Systems (MEMS whichcan calculate the vehicle's position from its acceleration in variousaxes), mechanical, piezoelectric and laser gyroscope (which cancalculate the vehicle's position using apparent light path distancechanges caused by movement), based position-determining devices, or usetechnologies such as Decca, Omega, celestial observation, compasses, orthe like. Other devices and technologies which may be utilized for 202will be suggested or known to the person of ordinary skill in the artfrom the teachings herein.

A control module 204 may receive the current location information fromthe location device 202 and retrieve, from database 206, those recordsassociated with radio devices that are within the communication range ofthe vehicle generically referred to as 102 a (FIG. 1) which will beunderstood is not limited to aircraft. The retrieval thus may inherentlytake into account some or all records (e.g. those affectingcommunications range described above). In certain examples, the controlmodule 204 may separately retrieve from 206 individual record(s) such as(nominal) range associated with the radio device and record(s)associated with one or more obstructions, such as mountains, buildings,or the like, areas of communications impairment and the like, that mayaffect communication between the vehicle 102 a and radio devices,especially those radio devices which are remotely located such as thosenear the outer (nominal) range or near an obstruction. In particular,such records may also be retrieved for an entire area which ispotentially within communications range associated with one or morecommunication devices 212.

It will be understood that for some applications the database 206 mayalso access information from a map, in particular a map database in amoving map display. Such information will be useful to the invention,for example in determining AGL (above ground level) altitude in aircraftwhich do not have a location device which provides that information.Pressure type aircraft altimeters are designed to display MSL altitude,that is the altitude above sea level. They do not provide groundelevation unless the aircraft is on the ground. AGL is provided withmost, if not all, aviation type GPS radios. The desirable information inthe moving map database may be shared with the database 206, assessableto the control module 204, copied to or otherwise stored in the database206 or otherwise made available.

The use of ground elevation is useful to determine if a slow flyingaircraft is airborne and to determine if radio stations in the databasewhich are in range of the aircraft are otherwise not needed forcommunications. The aircraft altitude may be compared against the groundelevation at the aircraft's location to determine if the aircraft is, oris about to be, on the ground or airborne. This will be particularlyuseful for slow moving aircraft such as slow fixed wing aircraft flyinginto a headwind, lighter than air crafts e.g. balloons, blimps,dirigibles and various rotary wing aircraft e.g. helicopters. Suchaircraft are capable of flying at slow airspeeds and thus whether theaircraft is airborne is not known from its speed. Knowing if these slowaircraft are at or near ground level is highly desirable in determiningif they can or need to communicate with various radio devices. Forexample, VOR signals are often not usable at altitudes within a fewhundred feet of the ground. And, there is usually no need for anaircraft to talk to an airport ground control or the fuel truck radiowhen flying. Accordingly, using a vehicle altitude above ground level,or AGL, is useful in determining if radio stations which are otherwisein range due to distance are not suitable or desirable forcommunications.

One or more of these radio device records or types of these records indatabase 206 (as well as others therein) may be updated manually orautomatically as described above, and additionally may be updated basedon the operations of 204 described herein, e.g. determining whatobstructions or areas of impairment affect communications when thevehicle is at particular locations. Radio device records in database 206are preferred to be updated periodically, either manually such as byloading new database files from memory devices or wirelessly connectedportable computer, or automatically such as in response to subscriptionor other service which is wirelessly connected, or in any other desiredmanner Individual radio device records or types of records may beupdated in relatively fast fashion, including those for moving radiodevices such as in other aircraft.

Updates to the database 206 may for example utilize information suppliedvia ADS-B and related technologies such as Traffic InformationServices-Broadcast (TIS-B) Flight Information Service-Broadcast (FIS-B),Next Generation Air Transportation System (NexGen), or othertechnologies as will be suggested to, known or come to be known in thefuture to the person of ordinary skill in the art from the teachingsherein. Further, database 206 may also include data related to theaforementioned predictions of communications impairment e.g. scheduledand unexpected out of service conditions for one or more communicationsdevices, actual and predicted thunderstorms, sunspots and solar flaresaffecting geographic areas. In particular, it will be appreciated thatsome or all of the information which is desired to be stored in thedatabase 206 may be obtained from, stored in, and/or updated from, thecloud.

Using the radio device and/or obstruction and/or impairment informationretrieved from the database 206, a list generation module 222 may thengenerate a list, by identifier, of radio devices that are likely to bewithin the communication range of the vehicle 102 a, or a morecomprehensive list showing additional information such as correspondingfrequencies, radio devices that may be in range. For the latter, thelist may be augmented with further information, for example such as anotation of likely in range, possibly in range, previously found to bein range, etc. for various radio devices. In selected examples, thisradio device list or portions thereof may be output to a presentationdevice 208 such as a display device 216 and/or audio device 218 forpresentation to an operator, radio device user or occupant of thevehicle 102 a. It will be understood that presentation device 208 isintended to inform and communicate to the operator using suitable soundsand images, and may also incorporate the ability for the operator tocommunicate to and from the control module 204 and/or other componentsof 200 directly or via 204 including in particular communications device212. Thus 208 may serve as a single point of contact with the operator.

Areas of impairment may be utilized instead of individual locations ofobstructions. In particular areas of obstructions create areas wherecommunications impairment occur. Either or both may be stored andutilized to determine communications impairment. For example, instead ofstoring the location of all individual mountains in a mountain range,such as the Sierra Nevadas, it is known that for vehicles located inareas of lower elevations anywhere for several miles on either side ofthe range, communications will be blocked by the range. Thus, the areaof the entire range may be stored, rather than storing every mountain inthe range. Exceptions may be stored, such as those mountains with highelevations which impair communications from high vehicle altitudes andlow altitude passes in the range through which communications ispossible may be stored. It will be understood herein that although notspecifically mentioned, with respect to determining communicationsimpairments with respect to the location of obstacles, such discussionis meant to include the use of areas of communications impairment andexceptions. Such area may for example be expressed as an area in which avehicle located therein is substantially unable to communicate in one ormore directions, or an area of obstruction.

In certain examples, the apparatus 200 may also include a scanner 210 toscan the communication frequencies of radio devices in the radio devicelist. Alternatively the apparatus may include an ADS-B in (or in/out)type device or receiver in place of or along with the scanner 210 todetermine the presence of radio devices, and in particular those devicesin other vehicles such as aircraft, which are or may come within range.Radio devices that are not detected by the scanner 210 may then bedeleted from or identified in the radio device list to show thatcommunication with these radio devices is unlikely to be unsuccessful.Thus, the scanner 210 may be used to verify that radio devices in thelist are actually within communication range of the vehicle 102 and arenot inoperative or blocked by an obstruction or area of impairment.Thus, the scanner 210 may be used to weed out radio devices that arewithin the radius 110 but are nevertheless unable to communicate withthe vehicle 102. Scanning only those radio devices in the radio devicelist will permit faster scanning than by scanning all possiblefrequencies which could be in use. Additionally, when the scanner 210verifies communications with a radio device such information can also beused to modify the radio device list as above to indicate suchverification.

In certain examples, the control module 204 may also interface with acommunication device 212. This may allow an operator (e.g., human,machine, etc.) to select, and thereby communicate with, a radio devicein the radio device list, e.g. those known to have a high probability ofsuccessful communications when the vehicle 102 a is at its presentlocation. For example, if the radio device list identifies a voicecommunication channel that is within the communication range of thevehicle 102 a, a selection module 224 may allow the operator to selectthe radio device from the list and thereby establish communication withthe radio device over the appropriate communication frequency. Thecommunication device 212 may communicate with the radio device by way ofone or more antenna 220 as is known in the art.

In selected examples, a notification module 226 may be provided tonotify an operator, through an audio or visual indicator, that theoperator, radio user or occupant is attempting to communicate with aradio device that is out of the communication range of the vehicle 102,not detected by the scanner 210, or potentially affected by anobstruction. This can be of particular usefulness when for exampleaircraft 102 a is communicating (or attempting to communicate) withaircraft 102 b because of the quickly changing relative locations. Forexample, the relative location of 102 b can be known to 102 a, and viceversa, via communication of the coordinates from the location device 202(e.g. a GPS receiver) in the other's aircraft, or via communication oflocation coordinates from an onboard anti-collision system, or anoffboard anti-collision system. Such systems may include RADAR, LIDARand other known collision avoidance and anti-collision technologies.

The communications of coordinates may be made directly or indirectlysuch as for example via an onboard collision warning radar, a groundradar and/or ADS-B communications. As shown in FIG. 1, and assumingaircraft 102 a is traveling at a much faster speed than 102 b they willbe increasing their relative distance. The location of each aircraft canbe frequently updated in or via the location device 202 and database 206(or their equivalents as described herein) thus allowing a quickdetermination of when the aircraft 102 a and 102 b are about to be, orhave traveled, beyond communications range. The orientations (e.g.,direction of flight, altitude, distance) of the aircraft relative to theother can also be frequently updated. This information is useful whenone or both aircraft is using a directional antenna. In an additionalembodiment, control module 204 may determine when the two aircraft willbe out of communications range and provide that information (e.g., intime or miles) via presentation device 208, or in a situation when theaircraft distance is narrowing such as if the ground speed of 102 b isgreater than that of 102 a, when communications will be possible.

In other examples, the control module 204 may preclude a user fromselecting radio devices that are not in the list or are not available,or at least notify the operator that he or she is attempting tocommunicate with a radio device that is out of range and/or not in thelist, affected by obstructions, or is not accessible due to the altitudeof the aircraft 102 a or other problems. Such a feature may savevaluable pilot time and reduce operator errors caused bymisunderstanding frequency assignments, transposing numbers, misreadingcharts, or the like. This feature may also reduce the chance that apilot will unintentionally attempt to communicate over legitimatefrequencies that may be reserved and not normally used such as those foremergency or distress signals. This feature may also be used to ensurethat selected communication frequencies are only utilized in certainareas. As just one example, in closely located municipalities, thisfeature may be used to ensure that an emergency vehicle is communicatingwith the municipality it is located in or traveling toward.

In yet other examples, the notification module 226 may be configured tonotify a pilot that selecting a radio device is inappropriate in view ofthe aircraft's location. For example, such situations may occur if apilot attempts to select airport ground control while in the air, orselect departure control while approaching an airport, select approachcontrol while departing or on the ground, or select a particular sectorapproach or departure control from the wrong sector. In some cases, theappropriateness of the radio device may depend on whether the aircraftis airborne or not, which may be determined by checking the aircraft'saltitude and location against a database of terrain elevations.Similarly, the appropriateness of a sector frequency may be determinedby including sector information in the database 206 along with approachand departure frequencies.

Referring to FIG. 3, as mentioned, the control module 204 may retrieveradio device and obstruction records from a database 206. In certainexamples, the database 206 may store data in one or more tables 300,although other methods for storing and structuring radio device andobstruction data may be used and is within the scope of the invention,including but not limited to separate databases, maps, charts and lists.In certain examples, records in the database 206 may be automatically ormanually updated as necessary (or downloaded and used as needed). Forexample, it is known to update GPS-based flight displays bycommunicating with an available radio device at particular locations todownload current data. As shown, the tables 300 may, in certainexamples, include a radio device table 302 and an obstruction table 304,although only one may be used or the two (or more) may be combined.Other configurations for storing and managing data utilized by controlmodule 204 may be known to the person of ordinary skill in the art fromthe teachings herein.

The radio device table 302 may store radio device records 306 associatedwith radio devices. In selected examples, these records 306 may storevarious data fields to provide information about a radio device. Forexample, the data fields may include an identifier 308 uniquelyidentifying a radio device, an airport identifier 310 identifying anairport or ground station associated with a radio device, an airportname 312, a type 314 associated with the radio device, a communicationfrequency 316 used by the radio device, a location 318 (e.g. GPScoordinates) of the radio device, and a range 320 associated with theradio device, as well as other desired information 322. The records 306may contain all of the data fields, or may contain more or fewer fieldsthan those listed. For example, the data fields for the Squaw Valley VOR106 might contain only one or more of the types call sign: SWR,frequency: 113.2, name: Squaw Valley any of which types may be used asan identifier. The data may also include the type: VOR.

In selected examples, instead of providing the range 320 as a fixedvalue, the range 320 may be calculated from other fields or criteria.For, example the range may be calculated by taking into account theradio device's transmitting power, communication frequency, variationsin the radio device's transmitting power as a function of the time ofday or day of week, the antenna type and orientation, relativeelevations of transmitter and receiver, weather conditions, or thepresence of sun spots. Some of this information may be stored in fieldsof the records 306 and may allow the range to be calculated dynamicallyinstead of being provided as a fixed value 320.

Similarly, an obstruction table 304 may store obstruction records 324associated with obstructions that can potentially affect communicationbetween a vehicle 102 and a radio device. Such obstructions may include,for example, mountains, plateaus, towers, buildings, power lines, or thelike. In selected examples, the obstruction records 324 may store datafields such as an identifier 326 uniquely identifying an obstruction, aname 328 associated with the obstruction, a type 330 associated with theobstruction, a location 332 of the obstruction, and a height 334 orother dimensions associated with the obstruction, as well as otherinformation 336. As with the radio device records 306, the obstructionrecords 324 may contain more or fewer fields than those listed. Incertain embodiments, obstructions may also be recognized by scanningwhere an intermittent loss of contact vs. location of the aircraft isobserved. In such instances, the computed location of the obstructionand/or the location of the aircraft when contact was lost may be storedin the database 206.

Data such as that in FIG. 3 related to radio devices and obstructionsmay also be obtained from, shared with or otherwise made available fromanother device, one such example being a location device 202 which hasmaps and associated data for providing a moving map of terrain,airports, obstructions, altitudes, etc. Such devices are for example GPSbased moving maps and flight systems utilized in aircraft and vehicles.For example, the location device 202 can provide vehicle currentposition including altitude, the location and altitude of airports andnavigation aids, the altitudes of terrain surrounding the vehicle,airports and navigation aids (from which the presence of mountains orother potential blocking of line of sight communications can bedetermined), and other obstructions such as tall buildings which havethe potential of blocking communications.

It will be recognized that frequently airport radios and othercommunications radios with which a vehicle may wish to communicate areremotely located, for example on high towers and mountains. If desired,such locations and elevations may be included in the radio devicerecords 306, or alternatively such may be determined by control module204 and stored for future use. Such determination may include forexample noting the availability of a particular radio device as thevehicle travels in the area of the device and using triangulation orother well-known methods of determining or computing the device'slocation. For example, in FIG. 1, the aircraft 102 b can determine thelocation (at some degree of accuracy) of the Squaw Valley VOR 106 bystoring the aircraft's locations in the area including altitude when thesignal is lost. Assume aircraft 102 b flies from its present position,keeping to the west of mountain 108 a and 108, to Sierraville Dearwater,at an altitude below those mountains, the signal from VOR 106 will belost when the mountains are in the line of sight. Comparing those signallosses with the position of mountains 108, 108 a and the one shownbetween the aircraft and the VOR 106 when the signal is lost, thelocation of the VOR can be triangulated.

Referring to FIG. 4, while continuing to refer generally to FIG. 1, inselected examples, a list of radio devices within the communicationrange of a vehicle 102 a may be presented to an operator on a displaydevice 216, such as an LED, LCD, plasma, or CRT display. The list mayshow only a single identifier from a data field for each radio device,for example its call sign (e.g. SWR for VOR 106) or frequency (113.2 for106) or more information as desired (e.g. as in FIGS. 4-6). The list maybe presented alphanumerically by itself or may be superimposed over aflight-related display such as a moving map. Furthermore, the displaydevice 216 may be integrated into a radio, navigation computer, or otherdevice, as needed, or may be a stand-alone device. In particular, amoving map flight display may have the information of FIG. 4superimposed on it with that information located at or near the radiodevice on the map.

When the aircraft 102 a illustrated in FIG. 1 comes within communicationrange of certain airports 104 a-f, ground stations 106, or the like, thecontrol module 204 may retrieve the appropriate radio device records 306from the database 206 and present a list to the pilot. For example, alist similar to that illustrated in FIG. 4 may be displayed on thepilot's radio or navigation computer. Or, as above, a moving map flightdisplay may have the information of FIG. 4 superimposed on it with thatinformation located at or near the radio device on the map. Further,when the actual radio device is located remotely from the facility whichcommunicates by the device, for example when an airport communicationsradio is remotely located on a mountain, the display of information maybe located on or near the facility rather than the actual location ofthe remote radio device.

In this example, BLU, GOO, 002, 079, TRK and RNO are codes oridentifiers associated with the Blue Canyon Nyack, Nevada County,Nervino, Sierraville Dearwater, Truckee, and Reno airports,respectively. ASOS and AWOS identify automated weather broadcastslocated at the airports that are listed. UNICOM identifies voicecommunication channels at the airports that are listed. FSS identifies aflight service station, a manned Federal Aviation Administration serviceto aid pilots in safe flying and navigation. These flight servicestations often receive communication signals on one frequency andtransmit on another. VOR identifies a VHF Omnidirectional Radio Rangenavigation aid and SWR identifies the Squaw Valley VOR. The numericentries (e.g. 120.075) identify communication frequencies for each ofthe respective radio devices in MHz. In this example, a “Mn” followingthe communication frequency indicates possible obstruction by mountains.A “Rg” following the communication frequency indicates that a radiodevice is at or near the outer limit of the aircraft's communicationrange.

Thus, the entries on the display 400 would have the following meaningsto the pilot:

-   -   BLU ASOS 120.075 Blue Canyon Nyack airport automated weather        report at 120.075 MHz    -   BLU UNICOM 122.9 Blue Canyon Nyack airport voice communication        at 122.9 MHz    -   GOO AWOS 121.325 Rg Nevada County airport automated weather        report at 121.325 MHz and near the limit of the range    -   GOO UNICOM 122.725 Rg Nevada County airport voice communication        at 122.725 MHz and near the limit of the range    -   O02 UNICOM 122.8 Mn Rg Nervino airport voice communication        -   at 122.8 MHz, near the limit of the range and may be            obstructed by mountains    -   O79 UNICOM 122.9 Sierraville airport voice communication at        122.9 MHz

-   TRK AWOS 118.0 Mn Truckee airport voice communication at 118.0 MHz    and may be obstructed by mountains

-   TRK UNICOM 122.8 Mn Truckee airport voice communications at 122.8    MHz and may be obstructed by mountains

-   RNO FSS 122.25 via SWR Reno flight service station receives at    frequency 122.25 MHz and transmits over the Squaw Valley VHF    Omnidirectional Radio Range navigation aid

-   SWR VOR 113.2 Squaw Valley VHF Omnidirectional Radio Range    navigation aid transmits at 113.2 MHz

It should be recognized that the format and type of information providedin FIG. 4 is presented only by way of example and is not intended to belimiting. Indeed, different types of information may be provided and theinformation may be arranged, grouped, or formatted in a variety ofdifferent ways. For example, the radio device frequency, althoughrepresented in MHz in this example, could also be represented by achannel number, mnemonic, or other identifier. In selected examples, theinformation may be completely spelled out, abbreviated, or coded. Incertain examples, the type and/or format of the information may beselected to fit a particular application or the preference of anoperator. As just one example, if planning to land, the pilot may preferto have all radio services related to an airport identified in chartform and located at or near the airport on the moving map display.

Or, the pilot may prefer to have a list of available radio serviceswhich are associated with an approach and landing at Reno displayed onthe communications device 212 or alternatively presentation device 208.The list can be automatically generated and displayed by the controlmodule 204, for example in response to the aircraft position flyingtoward the airport and descending at a rate which will put the aircraftin position for landing. At a distance from the airport, for example 30miles, such a list would automatically pop up on the display and mightlook like the one below.

-   -   RENO:        -   ATIS 135.8        -   Approach 126.3 (220°-035°)        -   Approach 119.2 (036°-219°)        -   Ctl. Tower 118.7        -   Ground 121.9            The list showing radio frequencies for the ATIS (weather            advisory), two approach control frequencies (one of which is            used depending on which direction the pilot is approaching            from), the control tower, and the ground control. These            frequencies are generally required to be used in succession            when landing. It is possible that only the single            appropriate approach frequency is displayed based on the            position and heading of the aircraft. In certain examples,            the apparatus 200 may allow a user to select, and thereby            communicate with, one or more radio devices in the list. Of            course, as described above, the location of these devices,            along with the location of the aircraft, can be checked in            respect to obstructions in the obstruction database to            determine if there are, or will be based on the aircraft's            projected flight path, any impairments to communications            with suitable indications being made on the display. This            checking may be updated, periodically or substantially            continuously, as the aircraft progresses. Upon automatic, or            the pilot selecting a radio device, the radio device may            appear as a highlighted region 402 on the display 400, or be            identified by a cursor, arrow, different color text, or the            like. Similarly, the operator may select a radio device from            the list using a knob, buttons, scrolling device, touch            screen, or the like, the likes of which are well known in            the art.

As the pilot is approaching the Reno/Tahoe Airport and then landing, theATIS frequency of the list above is first selected by the pilot whichcauses “ATIS” or “135.8” or both to be highlighted and thecommunications radio to tune to that frequency. Alternatively, thatfrequency may be automatically selected by control module 204 whichprompts the pilot to listen to the ATIS. The pilot then receives theautomated weather information from the ATIS radio. The pilot needs tohave this weather information before contacting approach control, andapproach control should be contacted when the aircraft is 20 miles out.Next the pilot selects the approach frequencies, if two are shown it isthe one selected depending on the direction the pilot is approaching theairport from. That “Approach” or ‘frequency’ or both is highlighted asabove and the ATIS frequency dims (similar to GOO AWOS in FIG. 5).Alternatively, the approach control frequency may be automaticallyselected by the control module 204 when the aircraft is a little morethan 20 miles out. At 20 miles (which may be automatically signaled tothe pilot by the highlighted approach control frequency changing, forexample such as a different color or flashing), the pilot communicatesover the radio with the air traffic controller responsible for directingair traffic in that section of airspace. The air traffic controllerdirects or assists the pilot in lining up with the appropriate runwayfor landing. When the pilot is lined up and ready to land he selects thecontrol tower frequency which lights up, and the approach frequencydims. The pilot communicates with the control tower operator. When thepilot lands and exits the runway, he selects the ground control whichsimilarly lights and tower dims. Ground control directs or assists thepilot in parking the aircraft.

The actual landing of an aircraft may be as simple as described above,or may be more complex, particularly for instrument landings in badweather. The example given will nevertheless serve to explain theutility of the instant invention and in particular the ability to ensurethat the vehicle operator is presented with, or otherwise is informedof, radio devices which are within communications range and in thisexample are appropriate for the vehicle communications throughout itstravel. One of ordinary skill in the art will understand and recognizefrom the teachings herein, including the above example, how to practicethe invention for a particular set of needs, performance, costs andother desired factors. In the example above, the radio devices werepresented in the order they will likely be selected. This order waspresented for the particular landing of the example but generally theorder may be based on a vehicle's position, direction, speed, altitude,or the like, and may facilitate manual selection of the frequencies, orautomatically select one or more frequencies (as well as one or morevehicle radios) in the order they will be needed.

In the example above when approaching and landing at an airport, thedisplay 400 presented ATIS, approach, tower and ground radio devices inorder, assuming a normal visual flight rules or VFR landing. Thisgreatly assisted the pilot by avoiding the possibility of having tofumble through a radio menu to find the correct frequencies or the pilotselecting a wrong frequency, not getting the expected response, and thenhaving to troubleshoot that problem. The example can be adapted to manydifferent vehicle scenarios, such as a flying a drone (e.g. an orderdelivery which relies on phoning the buyer when the drone arrives), atruck, train or boat approaching a river bridge (which is unexpectedlyin the wrong position for the vehicle to pass and calling the bridgeoperator to have the bridge moved so the vehicle can pass), a marinevessel approaching a port (calling the harbor master for dockingpermission and instructions), simple situation awareness (knowing wherethe vehicle is and obtaining broadcast or specific instructions). In allof these situations, as well as numerous others which will be known fromthe instant teachings, the invention assists the vehicle operator byhelping to ensure communications are possible and made on the correctchannel, to the correct radio device and in the correct sequence andmanner.

Referring to FIG. 5, in selected examples, a display 500 maydifferentiate between radio devices that are most likely withincommunication range, from radio devices that may be affected by anobstruction, are out of range, or are at or near the limit of thevehicle's communication range. For example, radio devices that may beobstructed by mountains or are out or near the limit of the vehicle'scommunication range may be displayed in a different color or withdifferent highlighting, or be marked by an identifier such as a symbol,word, or abbreviation. This may allow a pilot to quickly differentiatebetween radio devices that are likely within range and those that maynot be in range. Alternatively, the display 500 may differentiatebetween radio devices that may be technically within range (e.g.,falling within a determined radius 110 and/or not obstructed), and radiodevices that are actually in range as detected by a scanner.

Referring to FIG. 6, as mentioned, a display 600 may, in certainexamples, provide a more detailed or descriptive list of radio devices.For example, a full name of an airport or ground station may bedisplayed to a pilot in addition to the radio device informationillustrated in FIG. 4. This may reduce the need to look up or memorizethe airport or ground station codes and may provide additionalreadability or be helpful to a novice pilot or other vehicle operator.In some embodiments, the display is made as described in respect to FIG.5, and if the vehicle operator desires a more verbose description theoperator may select one or more of the items to cause more detail to beprovided. Differing degrees of detail may also be provided as selectedor directed by the operator.

In selected examples, an audio device 218 of FIG. 2 may operate inconjunction with the display devices 400, 500, 600 of FIGS. 4 through 6to present information to an operator of a vehicle. For example, anaudible indicator stating “ground control selected” may be announcedover a pilot's headset or an operator's audio system along with a visualindicator stating “ground control frequency selected” which may behighlighted on the display. As another example the audio indicator maystate “bridge attendant frequency selected” to the operator of a trucklocomotive or boat to facilitate communications with that operator torequest the bridge be moved, or verify that it is in the proper positionto allow the vehicle to pass. Alternatively, simple audible sounds suchas a beep or buzz may be utilized to assist the operator incommunications. If desired, audible presentations may accompany or besubstituted for other visual presentations of information as describedherein.

Referring to FIG. 7, in selected examples, a method 700 in accordancewith the invention may include initially receiving 702 a vehicle'scurrent location. This location may be expressed in any suitablecoordinate system and may include, for example, GPS coordinates,coordinates relative to another location as the location of the vehiclerelative to a radio device. Radio device records corresponding to radiodevices that are likely within the communication range of the vehiclemay then be retrieved 704 from a database 206. This step 704 may includereturning records of radio devices that are located within a determinedradius 110 of the vehicle. In certain examples, the communication rangeof the radio devices, as stored in the radio device records 306 orcalculated from data stored in the radio device records 306, may also beconsidered. This will ensure that not only is a radio device within thevehicle's communication range but also that the vehicle is within theradio device's communication range. Nevertheless, in selected examples,and for reasons of simplicity, it may be assumed that a vehicle and aradio device will be able to communicate with one another if the radiodevice is within a selected radius 110 of the vehicle 102. Such lists atany step of the method may be provided before any attempt is made tocommunicate with one or more listed radio stations either by a scanner,operator or user.

Once the radio device records 306 are retrieved from the database 206,the method 700 may optionally determine 706 if there are obstructionsthat may block or affect communication between the vehicle 102 and theradio devices. This may be performed by retrieving obstruction records324 from the database 206. Once the radio device records are retrievedand the obstructions are determined, a list of radio devices that arelikely to be within range of the vehicle 102 may be generated 708. Thismay include deleting 710 or identifying 710 radio devices in the listthat may be affected by obstructions. This may also include deleting 712radio devices from the list that were previously in range but are nolonger in range. After waiting 714 a selected period, the process 700may be repeated, if desired without attempting communications, to ensurethat the list remains current and up-to-date. The process 700 may alsobe repeated upon operator request or after the vehicle travels aselected distance and/or altitude.

Referring to FIG. 8, in another example, a method 800 in accordance withthe invention may include initially receiving 802 a vehicle's currentlocation and retrieving 804, from the database 206, radio device recordsassociated with radio devices that are likely to be within thecommunication range of the vehicle 102. Once these radio device recordshave been retrieved 804, the communication frequencies of the radiodevices may be scanned 806 to determine which radio devices are actuallyin range. The scanning step 806 may be performed in place of or inaddition to the step 706 of accounting for obstructions, as described inFIG. 7. Once the scanning is performed, a list of radio devices that arelikely to be within range of the vehicle 102 may be generated 808. Thismay include omitting 810 or identifying 810 radio devices in the listthat were not detected during the scanning step 806. This may alsoinclude deleting 812 radio devices from the list that were previously inrange but are no longer in range. After waiting 814 a selected period,the process 800 may be repeated to ensure that the list remains currentand up-to-date. The process 800 may also be repeated upon operatorrequest or after the vehicle travels a selected distance.

It should be understood that apparatus and methods in accordance withthe invention may be practiced with other types of vehicles, such asspacecraft, automobiles, watercraft, trucks, trains or other heavymachinery. The apparatus and methods may also be practiced with portableradios not attached to a vehicle, for example smart phones, tablets,computers and the like which communicate wirelessly with the inventionfacilitating or directing the user's movement to locations wherecommunication impairments are reduced or eliminated. As another example,automotive radios may be coupled to a location device 202 and mayinclude a database 206 of radio stations that the radio is configured toreceive. The database 206 may store radio station records which mayinclude a unique name or identifier, a type (e.g., AM, FM, TV,Satellite, NOAA weather, public service, etc.), a format (e.g., police,fire, animal control, country, rock, classic, talk, shopping, news,etc.), a communication frequency, transmitting power includingvariations in transmitting power as a function of time or day, andlocation. The database 206 may also store records associated withpotential obstructions, which records may be updated or appended inresponse to attempts to communicate with particular radio devices fromparticular locations. The radio may then use the current positioninformation and the database records to provide a list of radio stationsthat are likely within range of the automobile or other vehicle or user.Such list may be provided before any attempt is made to communicate withone or more listed radio stations.

For example, the vehicle or user radio may present one set of radiostations when an automobile or user is on one side of a mountain rangeand present a second set of radio stations when the automobile or useris on an opposite side of the mountain range. Similarly, the first andsecond sets may be displayed when the automobile or user is at or nearthe top of the mountain range, since both sets of stations may be inrange. As another example, as an automobile or user travels from onecity to another, the radio may be configured to display stations from anoriginating city before reaching a midpoint between the two cities, anddisplay stations from a destination city after passing the midpointbetween the two cities. Again, such list(s) may be provided before anyattempt is made to communicate with one or more listed radio stations.

The invention may be embodied in other specific forms without departingfrom its spirit or essential characteristics. The described examples areto be considered in all respects only as illustrative and notrestrictive. The scope of the invention is, therefore, indicated by thescope of the appended claims as properly interpreted without beingdivorced from the specification, in further view of the teachingsspecification. All changes which come within the meaning and range ofequivalency of the claims are to be embraced within their scope.

As explained above, embodiments of the system and method describedherein provide a way to present a list of radio devices to an occupantof a vehicle and if desired to do so without first attemptingcommunications with one or more radio devices on the list. Various tasksor modules described herein may be implemented using a centralprocessing unit (CPU), a graphics processing unit (GPU), amicroprocessor, or the like. The microprocessor may be a specialized ordedicated microprocessor configured to perform tasks by executingmachine-readable software code that defines the tasks. Themicroprocessor also may be configured to operate and communicate withother devices such as direct memory access modules, memory storagedevices, internet-related hardware, and other devices configured totransmit data. Software code may be configured using software formatssuch as Java, C++, XML (Extensible Mark-up Language), or the like todefine functions required to carry out the functional operationsdescribed herein. The code may be written in different forms and styles,the likes of which are known to those skilled in the art. Different codeformats, code configurations, styles, and forms of software programs maybe implemented. The invention may be embodied in one or more IP coresand may be embodied in one or more integrated circuits.

Where a computer is used to implement the present invention, differenttypes of memory devices may be used to store or retrieve informationwhile performing some or all of the functions described herein. In someembodiments, the memory/storage device may be a separate device that isexternal to the processor, or may be incorporated into a monolithicdevice, where the memory or storage device is located on the sameintegrated circuit, such as components connected on a single substrate.Cache memory devices are often included in computers for use by a CPU orGPU as a convenient storage location for information that is frequentlystored and retrieved. Cloud technology including one or more of storage,processing, computing and platform(s) may also be utilize to implementpart or all of the invention.

Similarly, persistent memory may be used by a computer to storeinformation that is frequently retrieved by a CPU, but is not oftenaltered. Main memory may be used to store and retrieve larger amounts ofinformation such as data and software applications configured to performcertain functions when executed by a CPU. These memory devices may beconfigured as random access memory (RAM), static random access memory(SRAM), dynamic random access memory (DRAM), flash memory, and othermemory storage devices accessible by a CPU to store and retrieveinformation.

Embodiments of the invention may be implemented using memory and storagedevices, as well as any suitable protocol for storing and retrievinginformation in these memory devices. Although the operations or steps ofthe methods 700, 800 are shown and described in a particular order, theorder may be altered such that certain operations or steps are performedin an inverse order and such that selected steps or operations areperformed, at least in part, concurrently with other steps oroperations. It will also be appreciated that the various elements of thepreferred invention including but not limited to those of FIG. 2 may berearranged, separated and/or combined and may also be implemented and/orshared as part or portions of other components and devices. Inparticular, the invention may be implemented with or combined withvehicle systems including one or more of control, navigation andcommunications systems. While the preferred embodiment and its variousspecific features and enhancements have been described herein it will beappreciated that the subject matter of the preferred embodiment is notprovided by way of limitation and numerous variations, modifications andalternative embodiments, will be apparent to those of ordinary skill inthe field of the teachings herein.

1. An apparatus comprising: a location device to identify the currentlocation of a vehicle; a database storing a plurality of radio devicerecords, each radio device record identifying a radio device and alocation of the radio device; a presentation device to present a list ofradio devices to an occupant of the vehicle, the occupant selecting oneof the radio devices from the list; one or more processors to receivethe current location from the location device, the location in saiddatabase of the selected radio device, and in response to at leastdistance and direction of the vehicle relative to the selected radiodevice, determine if the selected radio device is likely to be withincommunication range of the vehicle; wherein the one or more processorsfurther causes that determination to be communicated to the occupant. 2.The apparatus of claim 1 wherein the database stores obstructioninformation for obstructions which may adversely affect communicationsbetween the vehicle and radio devices.
 3. The apparatus of claim 1further including a scanner operating to scan the communicationsfrequency of the selected radio device, wherein the corresponding radiodevice record is updated and/or supplemented in response to thedetection or failure to detect the presence of the selected radio deviceon its communications frequency.
 4. The apparatus of claim 3 furtherincluding updating the corresponding radio device record to indicate,for the current vehicle location, the presence of the selected radiodevice on its communications frequency, as detected by the scanner. 5.The apparatus of claim 1 further including the one or more processorsprecluding the occupant from attempting communications with the selectedradio device when the selected radio device is not within communicationsrange of the vehicle.
 6. The apparatus of claim 1 further including,when the selected radio device is not likely to be within communicationsrange of the vehicle, the one or more processors causes the presentationdevice to inform the occupant when the selected radio device is expectedto be within communications range.
 7. The apparatus of claim 1 furtherincluding the current location including the vehicle AGL elevation, withthe one or more processors additionally operating in response the AGLelevation to prevent or remove a radio devices which is otherwisedetermined as likely to be within communications range from being theselected radio device.
 8. An apparatus comprising: a location device toidentify the current location of a wireless communications device; adatabase storing a plurality of radio device records, each radio devicerecord including a plurality of data fields identifying at least a radiodevice and a location of the radio device; one or more processors toreceive the current location from the location device and in response toat least distance and direction of the wireless communications device'scurrent location relative to radio device locations in said database,retrieve, from the database, one or more data fields of selected radiodevice records associated with radio devices likely to be withincommunication range of the wireless communications device, wherein theone or more processors further: determine, in response to the wirelesscommunications device current location, potential impairments which mayaffect communication with radio devices corresponding to the selectedradio device records, and in response to the potential impairments andat least one of the data fields, generate a list of radio devices whichare likely to be within communications range of the wirelesscommunications device; and a wherein the one or more processors causes apresentation device to present the list of radio devices to a user ofthe wireless communications device.
 9. The apparatus of claim 8 furtherincluding the presentation device notifying the user when attempting toselect a radio device for communications which is inappropriate in viewof the wireless communications device position.
 10. The apparatus ofclaim 8 further including the presentation device presenting informationto the user that the wireless communications device is potentially notcapable of communicating with a particular radio device.
 11. Theapparatus of claim 8 further including the presentation devicepresenting information to a user that the wireless communications devicecommunication with a particular radio device is potentially affected byan impairment.
 12. The apparatus of claim 8 further including thepresentation device presenting information to the user that includes avisual list of radio devices which are most likely within communicationsrange of the wireless communications device.
 13. The apparatus of claim8 further including the presentation device presenting information tothe user that includes a visual list of radio devices which may bewithin communications range of the wireless communications device with avisual indication associated with ones of those radio devices in thelist for which communications may be impaired.
 14. The apparatus ofclaim 8 further including the presentation device presenting informationto the user that includes a visual list of radio devices which may bewithin communications range of the wireless communications device with avisual indication associated with ones of those radio devices in thelist for which communications may be blocked by an obstruction.
 15. Theapparatus of claim 8 further including the presentation device visuallypresenting information to the user which information is superimposedover a display and includes radio devices which may be withincommunications range of the wireless communications device.
 16. Theapparatus of claim 8 further including the presentation device visuallypresenting information to the user which information is superimposedover a display and includes radio devices which may be withincommunications range of the wireless communications device with afurther visual indication associated with ones of those radio devices inthe list for which communications may be difficult.
 17. For use with acommunications device having a location and capable of wirelesslycommunicating with a radio device having a location, one or bothlocations changing from time to time, an apparatus operating todetermine if the communications device is likely within communicationsrange of the radio device at a particular time, said apparatusincluding: a) at least one processor to receive and process currentlocation data pertaining to a communications device as the locationchanges; b) a database storing a plurality of radio device records, eachrecord including a plurality of data fields, one data field storing theidentity and another data field storing the location, of thecorresponding radio device; c) the at least one processor operating inresponse to the current location of the communications device and theradio device records to identify one or more radio device which islikely within communications range of the communications device, theidentification being updated in response to changes in the currentlocation data; d) a moving map type presentation device responsive tothe radio device records corresponding to the identified one or moreradio device to visually present information relative theretosuperimposed over a moving map and located at the radio device locationson the map.
 18. The apparatus as claimed in claim 17 further includingthe presentation device of d) operating in response to the at least oneprocessor to delete from the moving map display radio devices which werepreviously in range but are no longer in range due to the movement ofthe communications device.
 19. The apparatus as claimed in claim 17further including the presentation circuit of d) operating in responseto the at least one processor to update radio devices in the moving mapdisplay in response to the direction and speed of travel of thecommunications device.
 20. The apparatus as claimed in claim 17 whereinthe current location data includes communications device AGL elevation,with the at least one processor further operating in response to the AGLelevation to prevent or remove radio device records from those which areotherwise identified as likely within communications range.
 21. Theapparatus as claimed in claim 17 further including the presentationdevice of d) operating in response to the at least one processor toupdate radio devices in response to the travel of the communicationsdevice to present radio devices in the order in which they are likely tobe needed.